Auxiliary transmission



Jan. 25, 1949. B, B BACHMAN ETAL 2,459,911

I AUXILLIARY TRANSMISSION Filed Oct. 18, 1945 4 Sheets-Sheet 1 INVENTOR.

BENJAMUN B.BA.CHMAN BY v'oNnLv J MAcxLm fm/Md Jan. 25, 1949. B. BLBACHMAN ET AL AUXILLIARY TRANSMISSION Filed. ont. 18,. 1945 4Sheets-Sheet 2 me Nv M Mm 9 R. H L e OCK n THCm awww @v A ma. M :vnw JAONN//m Eo, .man .tw Wm \J 0N Nm L .vm mm, 4am .iv MG mn.. W Q* uw FtJan. 25, 1949. B, E. BACHMAN ET AL 2,459,911

AUXILLIARY TRANSMI S S ION I Filed oct. 18, 1945 l 4 snags-sheet 5 o'.21 a: h-t

51 @ff 1 Mutig INVENTOR.

BENJAMIN B.BACHMHN By DQNALD x. MAckl-IN Jan. 25, 1949. B. B. BACHMANETAI. 2,459,911

AUXILLIARY TRANSMISSION 44 Sheets-Sheet 4 Filed Oct. 18, 1945 m. m n mPatented Jan. 25, 1949 AUXILIARY flnsisiilssI'oNkk Benjamin B. Bachman,Philadelphia, and Donald J. Macklin, St. Davids, Far, assi'gnorsl to TheAutocar Company, -Ar

of Pennsylvania ignorer Fa., @corporation Application October 18, 19115;SrialNo. 623,078

Claims. 1

Thisf invent-ion relates generally to a power transmissionl mechanismfor use' in automotive vehicles and] more particularly to'an improvedconstruction ofv a two-spe`ed epi'cyclic power transmission adapted'forcooperation with the ,5

main transmission ofv the vehicle for securing speed changes*which` aresupplemental to those obtainable' byfme'ans of they main transmission.

Specifically, it is among the objectsof the present*inventiontofprovidfatype opl'anetary gear auxiliary" transmission which is adapted to bereadilyv associated' with', a coniI'ention'alv transmission,`preferably' at the drivenY or output end thereof; and sooperatedinconjunction therewith as "to provide the operator' with VVanoption of? two speed 'ranges in any available ratio 'that theoper-a'tormay select' lin the' conventional rriintransmission. Thusl by suitablechoice oi? a2 gear ratio in jth'e auxiliary transmi'ssionv` of thepresent invention,` it mayV be employedto provide overall' speedreductions Whichfall between the ratios' normallyr availableVv in themain" transmission".l

Y meansl splined to and` axially sli-dable on' the sleeve'andselectivelyoperable reither to engage a.' iixed'vbrake elementwhereby `to` hold they sun gear stationary for" low speed'operation ofthe transmission or'to eiectinteren'g-agement ofthe ring gear'wi-th thepiniongear cage of the'planetaryfgear system for high'speed operation ofthe transmission. n

Stillanother important and distinguishing feature of thepresentconstruction'ofauxiliarytransmission-'is the provision of a Vring gearwhich is'fre'e to rotate even while the' axially slidable clutch and'brake means is locked: stationary with the sun gear,y ythis beingobtained by so journalling a clutch element upon they axially sli'dableclutch-that whileitis" in constant' entrainment with the ring gearAassembly, it may b'elselectively shiftedi-'n-to and out of engagementwith" the planetary gear-cage:

A further object ofthe' present invention is toprovide inthe auxiliarytransmission a speed synchronizing clutch and brakemechanisni'operativeior'both the low and high speed gear ratios Yoflthev transmission which? comprises coaxial, selective; positive clutchand brake elements in combination 'with friction clutch elements andcooperatingcheckingV means adapted to'resist' coupling of the positiveclutch and brake elements until their speeds have beensynchronizedlbythefriction clutch elements. A

In 'addition to the foregoing, it is among the' obje'ctsotlthepresentinvention tol provide an improved'a'ctuating ymechanism fortheauxiliary transmission which isv simple 'in design4 and 'constructionandffwhioh isfso operatively associated with' the'transniission as toprovide for'quick andA effi-cient changeover' from one speed ratiotothe'otherf Gtherfobjec-tsand advantages of the'presentinvention'will-be apparent more fully hereinafter; it beinvgunderstoodthat the said invention consists substantially in the combination'Vconstrifiotion, location and relative arrangement o'fpar-tsr," all aswill appear from thedetailed desoriptionwhich follows, as vshown 'in theaccompanyingdrawings; and as finally pointed outin the appended claims.

In the vsaid accompanying drawings which are illustrative cfa preferredconstruction embody-Y ing thefpri-nciples of the present invention',

' Figure 1 is? a longitudinal sectional view of the auxiliarytransmission showing in particular the relationship between the severalparts thereof when tlf-retransmission is set for low speed opera# tionthereof;

Figure 2 is a similar sectional view showing th rel'ationship`I betweenthe several parts of the transmission vvheni-t is set for" high speedoperation thereof;

Fig-ure 3 is `an venlarged longitudinal sectional View of thev rearportion of the transmission showing the relativev arrangement assumed bythe's'everal parts'of the'transmission during the synchronizingoperation priorto establishing the transmission inV high or direct gear;

Figure tiris a transverse sectional view taken on the-*line-AL-doi'Figure 3;

li-igurey is a" transverse sectional View" o--the upperv halfof'the'trfansmission as taken along theline 5-'-Y5 of Figure `2;

Figure fis' a transverse sectional lview taken along -th'eline `6f6r ofFigure 1 I Figures 8 and 9 are views taken substantially along the line8--3 of Figure 6 respectively showing the low and high gear positions ofthe actuating lever for changing the gear ratios;

Figure l is a vertical sectional view taken substantially along the linelli-Ii! of Figure 9;

Figure l1 is a "transverse sectional view taken along the line Il--ll ofFigure 1;

Figure 12 is a transverse sectional view taken along the line l2-l2 ofFigure 2; and

Figure 13Y is a transverse sectional view taken along the line |3--I3 ofFigure 2.

It will be noted that the severalfigures-are not drawn to any particularscale, nor are all the figures drawn to the same scale, certain of thembeing drawn on a somewhat larger scale than others in order to moreclearly show the related parts of the transmission. However, throughoutthe several figures like parts are designated by similar referencenumerals.

Referring now to the drawings and more particularly to Figures l and 2thereof, it will be observed that the auxiliary transmission of thepresent invention is designed for operative association with anyconventional main transmission having a main transmission. shaft lil,which operates as thedrive or power input shaft for the auxiliarytransmission which is suitably housed within a casing H consisting of apair of main sections l2 and |3bolted together,as.by the bolts i4.Section l2 ofthe casing generally houses the planetary gearing ofthevauxiliary transmission and the speed synchronizing,mechanismassociated therewith, while section i3 thereof generally houses theactuatingv mechanism for the transmission. The drive shaft lil,-whichlreceives its power from the vehicleengine through the main conventionaltransmission (not shown) is ball-bearing iournalled, as at l5, in theforward wall i6 of the casing section l2 with its rear end Il extendinginto the casing. rIhe rear end of the drive shaft Ill'is axiallyrecessed; as at VI8, to provide a socket in which is roller-bearingjournalled the reduced pilot end i9 of the power output shaft of theVauxiliary transmission, the rear end of this power output shaft being.ballbearing-journalled, as at 2l, in the rear wall 22 of the casingsection I3.

The rear end of the drive shaft I is radially enlarged to provide anaxially extending annular Y part 23 arranged in embracing relation aboutthe forward end'of the driven power output shaft 20, this part havingsplined-thereon, as at 24, a radially extending member 25 to the outeredge of which a ring gear 26'having internal gear teeth is secured bymeans of a plurality of circumferentially spaced bolts 21.

3l. The intermediate annular part 34 of the planet gear cage member 33is provided with circumferentially spaced openings 3l therein throughwhich the planetary gears 39 may freely project for meshing engagementwith the surrounding ring gear 26, the bolting lugs 35 being instaggered relation with respect tothe planetary gears 30.

VSecured to the rear end of the planet gear cage member 33 is a radiallyextending annular clutch plate 38 formed with internal positive clutchelements in the form of gear teeth 39. This clutch ring 38 is rigidlyfixed to the planet gear cage for 'rotation therewith, said clutch ringbeing also secured to the planetary gear spindles 3| which are providedwith reduced terminal ends 40 respectively tted in suitable holesprovided therefor in the plate member 38, the terminal ends 48 of thespindles-being preferably welded in place, as at 4l. The clutch plate 38is thus in effect integral with the spindles 3l, so that upon rotationbeing imparted to thefclutch plate in the manner and by the means to bedescribed hereinafter the several spindles 3| and their associatedplanetary gears will be caused to move in an orbit embracing the poweroutput shaft 2B.

Alsosecured to the Vmember 25, by means of the bolts 2l, for rotationwith the power input (i1- driving shaft I0 and the ring gear 26 is amember 43 which serves conjointly with the member 25 and the ring gear26 to more orless completely embrace the relatively rotatable planetarygear cage, the member 43 being provided with a rearwardly extendinghub-like flange 44 which is internally provided with gear-likeclutchteeth 45 adapted to be brought into axial alinement with theclutch teeth 3B of the plate 38 carried by the planetary gear cage. Themember 43 is further provided at its outer edge with an annular portion40 46 to which is secured, as bythe bolts 41, a fric- Splined to thedriven power output shaft 20, i

as at 28, is a radially extending member 29 constituting the forwardwall of the planetfgear cage in which are supported a pluralityof'planetary gears`30, preferably three in number spaced about the shaft20. These planetary gears 3U are each rotatably mounted upon a shaft orspindle 3l carried by and rotatable with the planet gear cage member 29,the several planetary gears'3il being in constant mesh with the ringgear 26. Secured to the member 29, as by thebolts 32, is a second member33 including an intermediate annular part 34 having at its forward end aplurality of bolting lugs 35 through which extend the bolts 32 and atits rear end a pluralityof radially extending bosses 36 (see alsoFigures 11, 12 and 13) into rwhich arerespectively pressftted the rearends of the planetary gear spindles tion clutch element 48 having aninternal conical friction clutch surface 49, this friction clutchelement 48 being arranged in concentric embracing relation with respectto the positive clutch teeth 45.

Rotatably tted upon the power output or driven shaft 2li is an elongatedsleeve 50, the forward end of which is provided with an integrallyformed or otherwise rigidly secured sun gear 5l. Preferably, a bushingor other suitable bearing 52 isinterposed between the shaft 2U and itsrela'- tively rotatable sleeve 5G. Splined externally to the sleeve 50for. rotation therewith is an axially shiftable clutch member 53 uponthe forward end of which is rotatably journalled a collar 54 havingexternal gear-like clutch teeth 55. The clutch collar 5d. is fixedagainst axial movement with respect to the member 53 and is so disposedin relation to the member 43 that its clutch teeth 55 are in constantmesh with the clutch teeth 45 of said member 43'. Further, the clutchteeth 45 are of such length that when the clutch member 53 is shiftedforwardly into the position shown in Figure 2vthe said clutch teeth areengageable with the clutch teeth 39 of the plate 38 carried by theplanetary gear cage, thereby connecting the member 43 (and the ring gear25) to the planetary gear cage for rotation therewith. In this conditionof the transmission, the drive shaft l0 and the driven shaft 20 would bedirectly coupled for high speed operation thereof, the drive being fromthe .shaft lll, through the member 25, the ring gear 26, the member 43,the clutch collar 54, the clutch plate 38 and planetary-gear cagemembers 33 and 29, to thedrven or power Y conical entrances 65-'65therefor.

mengen.

outset sirsftjzti fn; Steh highepeeareition o'f' the' parts (Figures)the ring gear 2t, the sunl gear 5! and" the! intervening' planetarygears 38 are ail locked together for'unitary rotation.

Fied" a't the rea-1" endl 0f the axially shift'- able clutch member 53is a radially extending aniiilararige 'lhaving a series of externalgear- Iike' te'tlr 5T which are adapted to be axially sliiffted into andout of engagement with' the' iritrnakteetlif 58 formed' in a pair ofvertically s'pa'odl arcuat'ely shaped plates lkid- 59 iXedly seoilrdinposition against both axial and rotative movement' with respect to theshaft Eiland its associated parts.- Preferably'the' pla-tes 58-59aresecured against internal4 bosses 5E@ formed oftilelrear Wallf22-ofthe'ftransm'ission casing'by theliolts" 60 and spacer' elements Si (seeFig; 6). As 'appearsfmost' clearly in Figure 1, when the axiallyshiftable clutch member 53' is shifted rearwar-olly into engagementywith the fixed plates 592-59@ the' latter hoidstixe 'Clutch member 53stationary in' consequence of which the sleeve 50 and thesun gear' 5Iare likewise held station'- aryg-thl sleeve 50 bei-ng! splined to themember 53:--At"the"'sanie tim'efthe clutch collar" 5G anditsclutchfteeth 55 are disenga'ge'drfrorn the forward clutchv plate 58while remaining in mesh with"the" member 43"f1xedlylassociated with thering gear 2S.' In this condition of the transmission, the driven orpower output shaft 2li is free to'rotate relatively to the drive orpower' input shaft il). but ata' reduced speed determined by the ratiosof the'seve'r'al gears of the planetary gear system` Thus, Figure 1illustrates the relation of the several parts of the'trans'mis'sion forlow' speed opration thereof in which the drive is transmittedifrm-the'shaft Ito shaft Ztl by Way of the member 25',=the`ringgear"2 and theplanem tary.v gears 3U rrevolving about the stationary sun gear 5f,thei'eby'irpartirig'rotation to' the planetary gear'c'age nieinb'e'rs'33 and- 29 and to the difive'i shaft i2l).

FXeiiy-'secured tothe axially shiftable clutch m'e'lber'i-is'anelelrieh't- 62 forming part'of the speed'synchroniaing'nieohanism of thetransmis sio'rl'f,tl`1'i`s`el ement 62'being provided with a radiallyextending' circumferential 'ange 53 having aseries'o'f openings 64!formed therein'spaced cirn cuinfei'etially 120 apart. These openings 6sare arranged with their'aXes extending .parallel to the 'aiiisof thesha-'ft 20, the opposite ends of each operii'rig being' counte'rs'unk toprovide opposed Extending axia'lh;'throughl each opening E4 is acylindrical pin 66', the" rear ends of these pinsl being secured, asat`61, to the rear flange of admin-shaped speed-synchronizing' memberx'l' having oppositely taperedfriction surfaces Eil and S9. The conicalfriction surfaoe's concentrically disposed Withi'ri'the conical frictionclutch element i8 formed as a portion ofthe' clutchemember 33 carriedbyand rotatable' with the ring gear 25; While the conical friction surface69 is concentrically dispos'edivvithin a xed internal friction elementi@formed as an integrall internal extension of the section I3 Aof thetransmission casing. The frictio'n drur'ri Slis thus floatinglysuppor-tedby the pins 66 upon' the annular flange 53 of the speedsynchronizing mechanism and is capablev of being axially urged in onedirection or the-other to selectively ect frictional engagement' of itservm te'rn'al"conical-surface 68` With the internal sul'- fa'ce 43 of'the rotatable friction-clutch'element iii y which the' pins project.

thefan-ge against the pins 55 While the latter speed position shown inFigure 2,

6"" internal-fsurface or the stationary friction? eie' ment 'IBI Eac'hofthe'suppo'rtingpins @ttor-the friction d'r'tiin' S'l `is re'riufced indiameter between' its ends to provide a pair of axially spaced,oppositel'y beveledv shoulders 'il-H', the taper' of theseV shouldersbeing substantially in corre' spondence,v respectively, with the y'f theopposed ooncial entrances {S5-t5 to the" opening' (34'Y in which thepin' is fitted. The floating drum (ilA is internally formed with anannular groove i2 disposed in a transverse plane center-ed between'tlieaXi-ally spaced beveled shoulders'f'i l--li of the severalpins, thisgroove being adaptedA to' receive the spring-.pressed detents i3 carriedby the annular E53 of the speed syfi'ictroiii rigfinec'lian'ismwhenthe'aiially shiftable `clutch member 53 is shifted rearwardly into theposition-shown most clearly in Figure 3 preliminarily"to'intererigagingthe clutch elements 55 and 39 for director high speed operation of thetransmission. These spring-pressed detents 'i3 project radially of the'flange 13 and are preferably spaced eircuizfiferentialiy thereabout inalternating-relation with resp-ect to the pins 66, the function of thesedetente being to pre` limin'arily shift the friction drum 6l intoengagement with one' or the other of the friction' elements-48er 'i'i(depending on the shift direction of the clutch' member" ssi to cause alight frieti'onal coupling therebetween.

Assumingthe shift of the member' 53 is forwardly" of' the'transmission,- tliat is, from itsflow spee'df position shown in' Figurel, into high the several spring-pressed detente i3 engage the groeve 'i2of `the' friction drum Si to shift the latterinto engagement With thevfriction clutch element it (see Figure 3). If a difference of speedexists' betweenth'e members 43 and SBsuiE/:ient to prevent quietinterenga'ge'ment of the clutch collar 5f?! With'the' member 38, thedrum Si, upon its frictional engagement with the member lli-3' rotat-'in'g'at the'sp'eed off the` clutch collar' 5t, will bev so angularly'moved with respect to the ange' 63' carried' by 'the axially shiftableclutch menberA 53` that the' rear tapered shoulders ii of the' severalpins; @E are presented in alinement with and are enga-ged by thecorresponding taperedsides' of the openings i363 through Continuedpressure of are so'lat'era-lly offset iii/their respective open?inigsfii's! tendstoforce the friction drum into increasingly' greater'fri-ctionalV engagement with the' friction: clutc'h element 35 untileventually the speeds of members 33 and become syn:nel'ironized,Ywhereupon the clutch collar :'ii may be readily' shifted"`into' engagement with the member 33' to'oo'i'iple' it to member i3 forhigh speedfoperat-ion'o'f thef transmission, as shown. in Figlire'ZllItv viiillbe apparent that in low speed operation of' the transmission,tlfiedriv'en` shaft 2'i"an`d`tl'ie member 33 `rotate at a slower speedthantihe' drive shaft` it) andthe 'member fiand thefclutcl'i-c'ollar 55;and consequently to shift fromvloiv'tohig'h speed without tooth clash itbecomes necessary to decrease the speed of the drive' shaft lilsuciently to synchronize the speed' offrn'ernberl 38"With that of themember fifi.'

Gti the other hand,K in high speed operation' ofl then transmission;as'shovvn in Figure 2, the

7 speed of the latter, with the result that when it is desired `to shiftinto low gear (Figure 1) the speed of the member 53 is required to bereduced to zero inV order to effect its engagement with the stationaryplates SQZ-E. (Of course, such reduction in speed of the axiallyshiftable clutch member 53. is effected without interruptingY therotation of the power output shaft 2D.)

In so shifting from high to low gear, the member 53 is shiftedrearwardly to withdraw the clutch collar e from engagement with theclutch plate 38, the clutch collar being then engaged solely with themember i3 carried by and rotatable with the ringgear 2%. As the member53 shifts rearwardly, the conical friction surface 69 of the frictiondrum 5l engages the stationary friction element l@ to effect a lightfrictional coupling therebetween sufhcient to cause the flange e3 of thesynchronizer unit to shift angularly with respect to theV pins carriedbythe friction drum 5l. The initial shift of the drum El into lightfrictional engagement with the stationary friction element le iseffected by the spring-pressed detente i3 engaged in the internal As inthe case of the shift into high gear position, continued rearwardpressure of the flange S3 against the pins 55 while the latter arelaterally offset in their respective openings Seitends to force thefriction drum el into increasingly greater frictional engagement withthe stationary friction element l@ until eventually its speed andconsequently the speed of the member 53 is reduced to zero, whereuponthe member 53 may be readily shifted into engagement with the stationaryplates {iS-59 to hold the sleeve 5f) and the sun gear 5l stationary forlow gear operation of the transmission (Figure i).

While any suitable mechanism may be employed for axially shifting themember 53 splined to the sun gear sleeve 5e, it is preferred to employthe mechanism shown in Figures 1, 2, and l6 to 10, inclusive. Referringnow more particularly to these figures, it will be observed that theshift mechanism includes a iiuid-pressure-actuated shift lever 'i5operatively connected at its upper end, as at li, to a shift rod l?connected to the piston 18 of a fluid pressure motor 19. The lever is inthe form of a yoke having oppositely extending curved arms til-89 'whichembrace the rear-'end of the power output shaft 20 and its immediatelyassociated parts of the transmission. These yoke arms Sil-43@ of thelever 15 are respectively journalled upon bearing studs 8l-8l threaded,as at S2, into suitable bosses 83 formed in the opposite sides of thesection I3 of the transmission casing, each arm 8U being provided with apart @il extending beyond its pivot stud 8|.

The freely extending part 84 of each arm 8l) is provided with an openingt5 extending therethrough in which isV Uiournalled the shank 86 of agrooved shoe 3l shaped to embrace the rim of the toothed terminal flange56 of the axially shiftable clutch member 53. The shoes 87-81 aredisposed in diametrically opposed relation (see particularly Figure 6)and remain in engagement with opposite sides of the flange 56 for allpositions of the shifting lever 15. As the lever Y 8 'I5 is shifted inone direction or the other about its pivot studs BI-Bl, the shoes 81--81exert a balanced pressure against theflange V56 to cor respondinglyshift the member 53 axially of its supporting sleeve 50 and the poweroutput shaft 2E. f

Secured to the outer face of each terminal provided in each side wall ofthe casing immedi-l ately below each pivot stud 8i, these detent pinsbeing so disposed relatively to the detent plate Sil-that as the lattershifts with vits associated lever arm 80 about the pivot stud 8|, thelug 90 engages one or the other of the detent pins il l--l to limit thepivotal movement of the levez" 15. Thus, when the lever 15 is swung tothe left in Figure 8 for low gear setting of the transmission, the'lugel) engages the right hand detent pin ill, while when the lever is swungin opposite direction, i. e. to the right as in Figure 9; for high gearsetting of the transmission, the lug 90 er1- gages theV other or lefthand detent pin 9|. Shifting of the lever l5 beyond the extent actuallynecessary to establish the desired gear ratio is thus effectuallyprecluded.

In order to hold the gear shift lever 15 in one or theV other of its twopositions shown in Figures 8 and 9, each of the detent plates 89-85 isprovided with an opening 92 therein for reception f of a spring-pressedretainer 93 suitably disposed in each side wallV boss 33 of thetransmission casing. It will beobserved that the detent plates SQ-il areof identical construction, the opening 92 thereof being in each caselaterally offset from l0 the longitudinal center line of the plate. Inconsequence of this duplicate construction of the plates 89-89, when theinner faces Ythereof are respectively secured to the outer faces of theterminal portions of the yoke arms -80 as previously described, theopening 92 of one detent plate 89 is properly located -to receivethespringpressed retainer 93 when the lever T5 is shifted into ^its lowgear position (see Figure 8), while the opening $2 of the oppositedetent plate is 1ocated to receive the opposite spring-pressed retainerwhen the lever 'l5 is shifted into its high gear position. Thus, onedetent plate B9 coacts with its associated spring-pressed retainer93,150 hold the lever '15 in one operative position, while the otherdetent plate similarly coacts ywith its associated spring-pressedretainer to holdthe lever in the other operative position. Preferably.the openings 32 in the detent plates are each countersunk, asrat 94, tofacilitate engagement and disengagement of the spring-pressed retainerswith respect to their coacting detent plates.

It will be understood, of course, that the present invention issusceptible of various changes and modifications which may be made fromtime to time without departing from the general prin-v ciples and realspirit thereof, and it is accordingly intended to claim the samebroadly, as well as specifically, as indicated by the appended claims.

What is claimed as new and useful is:

l. In a planetary gear transmission for auto,- motive vehicles, a pairof axially alined, relatively rotatable power input and output shafts, aplanetary gear mechanism operatively associated with and interposedbetween said shafts, said mecha- 11 said planetary gear mechanism forunitary rotation commonlyrwith both shafts.

10. In a planetary gear transmission for automotive vehicles, axiallyalined power input and output shafts, a ring gear rotatable with oneofsaid shafts, a sun gear rotatable about the other of said shafts, aplurality of planetary gears interposed between said ring and sun gearsin mesh therewith, and a clutch and brake mecha-1 nism for drivinglyconnecting said shafts through said meshing gears while maintaining saidlsun gear stationary or for directly interlocking said gears for unitaryrotation with both shafts, said mechanism including opposite pairsoffcoaxially alined interengageableV toothed elements selectivelyadapted to be coupled for operation of the transmission in either saidgear drive or said direct drive, and opposite pairs of eoaxially alinedfriction elements respectively associated with said pairs ofinterengageable toothed elements .and selectively operable forengagement prior to engagement of their associated toothed elements.

11. In a planetary gear transmission for automotive vehicles, axiallyalined power input and output shafts, a planetary gear mechanisminterposed between said shafts and including a ring gear, a plurality ofplanet gears meshing with said ring gear and a sun gear meshing withsaid planet gears, said ring gear being rotatable with one of saidshafts and said sun gear being rotatable about the other of said shafts,a sleeve fixed to said sun gear and extending axially thereof, a clutchand brake member splined to said sleeve for axial shifting movementthereon having a set of toothed elements formed on one terminal endthereof, a relatively stationary set of coacting toothed elementsadapted for mesh engagement with said iirst set of toothed elementsYupon axial shifting of said clutch member in a given direction,A afriction element axially shiftable with said clutch Aand brake member, acoacting friction element axially xed with respect;V to said axiallyshiftableiric'tion element, and means for effecting engagement of saidcoacting friction clutch elements to hold said clutch and brake memberagainst rotation preliminarily to axially shifting it in the directionaforesaid for nal coupling of the coacting toothed elements.

' 12. In a planetary gear transmission for automotive vehicles, axiallyalined power input and output shafts, a planetary gear mechanisminterposed between said shafts and including a ring gear, a plurality`of planet gears meshing with said ring gear and a sun gear meshing withsaid planet gears, said ring gear being rotatable with one'of saidlshafts and said sun gear being rotatable about the other of saidshafts, a sleeve lxed to said sun gear and extending axially thereof, aclutching member splined to said sleeve for axial shifting movementthereon, a clutch collar axially xed on and rotatable about saidclutching member, a pair of axially spaced clutch members respectivelyrotatable with said shafts and adapted to be coupled together by saidclutch collar upon axial shifting of the clutching member in a givendirection, the said clutch collar being in constant engagement with'oneof said clutch members for rotation therewith, a pair Vof coaxial'friction Vclutch rings prior to intercoupling thereof by 12 theclutching member in the direction aforesaid for final coupling of theaxially spaced clutch members by said clutch collar.

13. In a planetary gear transmission for automotive vehicles, axiallyalined power input and power output shafts, a planetary gear mechanisminterposed between said shafts and including a ring gear, a plurality ofplanet gears in mesh with said ring gear and a sun gear in mesh withsaid planet gears, said ring gear being rotatable with one of saidshafts and said sun gearbeing rotatable about the other of said shafts,a sleeve fixed to said sun gear and'extending axially thereof, a pair ofaxially spaced annularclutch rings each having internal clutch teethrespectively rotatable with said shafts, an axially` Vshiftable clutchmember splined to said sleeve for rotation therewith, a clutch collaraxially fixed on and rotatable about saidV sleeve, said clutch collarhaving external gear teeth constantly in mesh with the internal clutchteeth of one of said clutch rings and engageable with the internalclutch teeth of the other of said rings to lock said planetary gearmechanism for unitary rotation, and a speed synchronizing mechanismoperatively associated with said clutch member including a pair ofcoacting friction clutch elements respectively rotatable with said ringgear and with said clutch member adapted for engagement with one anotherto synchronize the rotative speeds of said said clutch collar.

14. In a planetary gear transmission of the character defined in claim10 wherein the opposite pairs of said friction elements each includecoaxial, complementally--formed internal and external conical surfaces,and wherein the external conical VsurfacesY are rformed upon an annulardrum fioatingly supportedbetween the complementally-formedinternalconicalV surfaces of the coacting friction elements.

15. In a planetary gear transmission of the character defined in claim10 Vwherein said sun gear includes an axially extending sleeve which isrotatably journalled on the shaft about which said sun gear isrotatable, a clutch and brake member splined to said sleeve for axialmovement thereon, a plurality of pins respectively extendingr throughopenings formed in said member, said pins being spaced circumferentiallyabout said clutch and brake member with their axes radially spaced fromand paralleling that of said member, and a braking drum havingoppositely tapered conical friction surfaces, said drum being secured fto said pins vand floatingly supported thereby upon the clutch and brakemember for limited axial movement with respect to the latter.

16. In a planetary gear transmission of the character defined in claiml0 wherein said sun gear includes an axially extendingsleeve which isrotatably journalled on the shaft about which said sun gear isrotatable, a clutch and brake member splined to said sleeve for axialmovement thereonyapluralityY of pins respectively extending throughopenings formed in said member, said pins being spaced circumferentiallyabout said clutch and brake member with their axes radially spaced fromandparalle'ling that of said member, and a braking drum havingoppositely tapered conical friction clutch surfaces, said drum beingsecured to said pins and floatingly supported thereby upon the clutchand brake member for limited axial movement with respect to the latter,oneV of said conical friction surfaces of the braking drum beingenga-geablewith an axially fixed and 13 relatively stationary frictionelement and the other ofsaid surfaces being engageable with an axiallyrfinedV friction element rotatable with said ring gear.

17. In a planetary gear transmission for automotive vehicles, axiallyalined power input and power output shafts, a planetary gear mechanisminterposed between said shafts including a ring gear, a plurality ofplanet gears in mesh With said ring gear and a sun gear in mesh withsaid planet gears, said Yring gear being keyed to one of said shafts forrotation therewith and said sun gear being journalled upon the othershaft for rotation thereabout, a sleeve extending axially of androtatable With said sun gear, a clutch and brake member splined to andaxially shiftable on said sleeve for drivingly connecting said shaftsthrough said meshing gears while maintaining said sun gear stationary ordirectly by interlocking said gears for unitary rotation with bothshafts, said clutch and brake member being provided at each end thereofwith a set of teeth, one set being non rotatable with respect to theclutch and brake member for meshing engagement with a coacting group ofbraking teeth positionally fixed with respect to said shafts and theother set being rotatable with respect to said clutch and brake memberfor meshing engagement commonly with axially spaced groups of clutchteeth respectively rotatable with said shafts.

18. In a planetary gear transmission of the character defined in claim17 wherein each pair of interengageable teeth has operatively associatedtherewith a pair of coacting friction elements selectively operative,upon shifting the clutch and brake member in one direction or the other,to synchronize the rotative speeds of the interengageable teeth prior toactual meshing thereof.

19. In a planetary gear transmission for automotive vehicles havingaxially alined power input and output shafts, a planetary gear mechanismand an axially shiftable clutch and brake member for selectivelyestablishing the transmission in low or high gear ration, an actuatingyoke having laterally spaced arrns respectively pivoted to iixedsupports disposed at opposite sides of said clutch and brake member,said arms having portions extending lfreely beyond their pivotalsupports for operative shifting engagement with said member withoutinterfering with its free rotation, means for limitng the degree ofpermissible movement of said yoke in opposite directions about itspivotal axis, and detent means for resiliently maintaining said yoke atthe limit of its permissible movement in either direction.

20. In a planetary gear transmission as dened in claim 19 wherein saiddetent means include a pair of duplicate plates respectively fixed tothe outer faces of said portions of the yoke arms, each plate having adepending lug centered between its opposite side adges and a recesslaterally offset in relation to said lug, said plates being respectivelyso angularly related and secured to their associated yoke arms astolccate the recess of one plate forwardly of and the recess of theopposite plate rearwardly of a transverse plane common to thepivotalaxis of said yoke arms and the cen ter lines of said dependinglugs.

BENJAMIN B. BACHMAN. DONALD J. MACKLIN.

REFERENCES CITED The following references are of record in the me ofthis patent:

UNITED STATES PATENTS Number k Name Date 1,693,079 Jackson Nov. 27, 19281,755,804 Barbarou Apr. 22, 1930 2,044,660 Alden June 16, 1936 2,071,165Harper YFeb. 16, 1937 2,250,316 Vincent July 22, 1941 2,262,959 OsborneNov. 18, 1941 2,311,209 Carnagua Feb. 16, 1943

